Vertical steering-gear for torpedoes



G. M. EATON.

VERTICAL STEERING GEAR FOR TORPEDOES.

APPHCATION FILED MAYI5| I9l9.

Patented Nov. 30, 1920.

lNVI ENTOR Geo/ye 07. fafafl ATTORNEY WITNESSES:

units STATE-5 earner series,

GEORGE .M. EATON, OF PITTSBURGH, PENNSYLVANIA, .ASSIGNOR-TO WESTINGHOUSE ELECTRIC & MANUFACTURING COMPANY, A CORPORATION OF PENNSYLVANIA.

VERTICAL STEERING-GEAR FOR TORPEDOES.

Specification of Letters Patent. Patented N9 3;{} 192g;

Application filed May 15, 1919. Serial No. 297,341.

To aZZ whom it may concern:

Be it known that I, Snorer M. EATON, a citizenof the United States, and a resident of Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented a new and useful improvement in Vertical Steering-Gears for Torpedoes, of which the following is a specification.

My invention relates to steering mechanism for automotive bodies, such as are employed in the vertical steering of torpedoes, and it has for its object to provide a structure of the character designated that shall be simple and rugged in construction and effective in operation, particularly in that little or no energy is abstracted from the controlling element during operation so that the latter may be but little disturbed in exerting control over the device.

The single figure of the accompanying drawing is a perspective view of the driving mechanism of a torpedo, together with a steering system, constructed in accordance with my invention.

In the automatic control of the steering of automotive bodies, such, for example, as

torpedoes, it is desirable that the control he efiected by rather sensitive devices, such as 'gyroscopes and pendulums, so as to insure accuracy. When employing devices of this character, it is necessary, therefore, that the abstraction of asteering impulse from the control device shall disturb the device as little as possible, in order that the device may maintain maximum sensitiveness.

Thus, in the vertical control of a torpedo, I may employ the usual pendulum, sensitive to tilting, in conjunction with a pressure diaphragm, sensitive to changes in depth, for actuating a moving contact against the one or the other of two fined contact members. By a simple and effective relay mechanism, rudderadjusting devices may be actuated to swing the rudder into either the upper or the lower positions, as desired, in a rapid and positive manner. Furthermore, a brake mechanism may be employed for positive y holding the rud der-adjusting mechanism in any given position, this mechanism to be released during adjustment of the rudder, all as will hereinafter more fully appear.

Referring to the drawing, I show the propellers of a torpedo at 5 and 6, these propellers being designed for rotation in opposite directions, as is well known in the art. The propeller 5 is driven in one direction by a hollow shaft- 7 from one end of a duplex motor 8, through gears 9 and 10 and, similarly, the propeller 6 is driven by a shaft 11 from the other end of the duplex motor 8 through the gears 12 and 13. By the term duplex I refer to those motors embodying two armatures, revolving in opposite directions and a single stator structure for cooperation therewith.

The vertical steering of the torpedo is effected by rudders 14c and 15, adjusted by a worm and rack 16, the worm of which is driven by a shaft 17, bearing gears 18 and 19. The gear 18 meshes permanently with a gear 20, and the gear 19 meshes permanentlywith a gear 21, the gears 20 and 21 being mounted on a swinging frame 22, pivoting about the shaft 17. Rotation of the frame 22 in a clockwise direction swings the gear 20 into mesh with a gear 23 carried by the propeller shaft 7 and drives the shaft 17 in one direc'tion and, similarly, the rotation of the frame 22 in a counter-clockwise direction swings the gear 21 into mesh with a gear 24 mounted on the propeller shaft 11, for driving the shaft 17 in the opposite direction. The gears18, 19, 20, 21, 23 and 24 are preferably of the grooved,- friction type, as shown, to insure smooth meshing, these gears transmitting but little power.

The frame 22 is normally maintained in a neutral position, with both gears 20 and 21 out of engagement with their driving gears, by suitable biasing springs 25 and 26, but the frame 22 may be swung in a clockwise direction by a solenoid 27, overcoming the spring 26, and, likewise, the frame may be swung in a counter-clockwise direction by a solenoid 28, overcoming the spring 26. The shaft 17 is' normally prevented from rotation by a brake 29, under the controlof a solenoid 30.

The operation of the aforementioned mechanism is under the control of a pendulum 31 and of a diaphragm 32, each of well known design, the pendulum responding to tilting of the torpedo and the diaphragm 32 responding to changes in the pressure of the surrounding water occasioned by changes in the degree of submergence, even on an even keel. The devices 31 and 32 are connected, through any suitable linkage 33, to a contact member 34: mounted for oscillation between fixed contact members 35 and 36, the

arrangement being such, for example, that,

if the torpedo tends to run too deep; either by tilting the nose downward or while submerging with an even keel, the member 34 is brought into contact with the member 35 to swing the rudders 14: and 15 upward to raise the torpedo and, conversely, if the torpedo tends to run too near the surface, either by tilting the nose upward or by rising on an even keel, the contact member 34 is brought into contact with the member 36 to swing the rudders lei and 15 downward to increase Having thus described the'arrangement of a system embodying my invention, the operation thereof is as follows. Assume that the torpedo is traveling at the proper depth on an even keel; the springs 25 and 26 bias the frame 22 to a neutral position, and both the gears 20 and 21 are out of engagement with their adjacent driving members. Thus, the shaft 17 is not driven and the rack-andworm mechanism 16'locks the rudders ii and 15 in their positions. The contact member 34: is in its mid position and thus the relays 37 and 38 are denergized, causing the closure of a circuit from a source 39 to the solenoid 30 and setting the brake 29 still farther holding the shaft 17 from rotation. Neither of the solenoids 27 and 28 is energized.

. Let it now be assumed that the torpedo tends to sink at too great a depth, either by tilting the nose downward or by sinking with an even keel. The member 34: comes in contact with the member 35, and the relay 38 is energized, first opening the circuit to the brake solenoid 30 and then closing the circuit to the solenoid 28. Thus, the brake 29 is loosened, and the shaft 17 is released for rotation and then the frame 22 is rotated in a counter-clockwise direction to bring the gear 21 into meshwith the gear 24. The continuous rotation of the shaft 11 from the driving motor S thus rotates the shaft 17 and attuates the ra k 16 to swing the rudders 14 and. 15 upward for the correction of the depth. Upon the swinging of the torpedo to an even keel, the pendulum 31 assumes-its proper position and, if the torpedo is still at too great a depth, the diaphragm 32 retains the rudders 14 and 15 in this position until the proper depth is again secured, when the contact member reassumes. its mid position, deenergizing the relay 38. The armature of this relay then falls, first dei nergizing the solenoid 28 and permitting the spring 25 to swing the gear 21 out of mesh with the gear 2 f and closing the circuit to the solenoid 30, setting the brake 29 and preventing over-travel of the shaft 17.

Any tendency of the torpedo to broach is overcome by a corresponding actionof the contact members 34 and 36 in energizing the relay 317, first opening the circuit of the brake solenoid 30 and then energizing the sclenoid 27 to swing the gear 20 into mesh with the gear 23, driving the shaft 23 in the opposite direetion and swinging the rudders 13 and 1% downward to the proper depth.)

. WVhile I have shown my invention in its prefenred form, it will be obvious to those skilled in the art that it is not so limited but is susceptible of various minor changes and modifications without departing from the spirit thereof. and I desire, therefore,'that only such limitations shall be placed thereupon as are imposed by the prior art or are specifically set forth in the appended claims.

I claim as my invention:

1. The combination with a shaft to be driven selectively in'either direction,- of two driving members continuously driven in opposite directions, a pair ofgears keyed to said shaft, a frame mounted on said shaft to swing thereabout on an axis coincident therewith, and a second pair of gears carried by said frame and coupled to said first-mentioned gears, respectively, one of said second-mentioned gears being adapted to enwith one of said driving members when said frame is swung in one direction,

' and the other of said second-mentioned gears being adapted to engage with the other of said driving members when said frame is swung in. the opposite direction.

2. The mechanism of claim 1, in combination with a brake mechanism for said shaft,

means for normally biasing said brake'mechanism in braking position, means for normally biasing said swinging frame to a central position wherein both of the second pair of gears are disconnected from said driving members, means for actuating said swinging frame in one direction or the other, and means for releasing said brake mechanism when said swinging frame is actuated.

3. In a steering mechanism for an automotive body, the combination with a steering member for causing said body to alter its course, of a rotating shaft, means for operating said steering member from. said shaft, two driving members continuously driven in opposite directions, a pair of gears keyed to said shaft, a frame mounted on said shaft to swing thereabout on an axis coincident therewith, and a second pair of gears carried by said frame and coupled to said first-mentioned gears, respectively, one of said second-mentioned gears being adapted to engage with one of said driving members when said frame is swung in one direction, and the other of said second-mentioned gears being adapted to engage with the other of said driving members when said frame is swung in the opposite direction.

4. The mechanism of claim 3 in combination with a brake mechanism for said shaft, means for normally biasing said brake mechanism in braking position, means for'normally biasing said swinging frame to a central position wherein both of the second pair of gears are disconnected from said driving members, means for actuating said swinging frame in one direction or the other, and means for releasing said brake mechanism when said swinging frame is actuated.

5. The mechanism of claim 3, in combination with means for normally biasing said swinging frame to a central position wherein both of the second pair of gears are disconnected from said driving members, means for actuating said swinging frame in one direction or the other, and means responsive to deviations of said body from a predetermined course for controlling said actuating means.

6. In a steering mechanism for an automotive body, the combination with a steering member for causing said body to alter its course, of means for actuating said steering member in one direction or the other, a brake mechanism for said steering member, means for normally biasing said brake mechanism in braking position, means responsive to deviations of said body from a predetermined course for controlling said actuating means, and means for releasing said brake mechanism when said actuating means is actuated.

7. The combination with a shaft to be driven, of two driving members, a pair of gears keyed to said shaft, a frame mounted on said shaft to swing thereabout on an axis coincident therewith, and a second pair of gears carried by said frame and operatively connected to said first-mentioned gears, respectively, one of said second-mentioned gears being adapted to engage with one of said driving members to impart a rotary movement to said shaft when said frame is swung in one direction, and the other of said second-mentioned gears being adapted to engage with the other of said driving members to impart a relatively different rotary movement to said shaft when said frame is swung in the opposite direction.

8. In a steering mechanism for automotive bodies, the combination with two driving members continuously driven in opposit-e directions, of a rudder-adjusting shaft,

gears coupled thereto and positioned adjacent said driving members, respectively, a

brake mechanism for said rudder shaft, and means whereby, if a steering impulse in a certain direction is desired, said brake mechanism is released and one of said gears is swung into engagement with its adjacent driving member, and if a steering'impulse in the opposite direction is desired, said brake mechanism is released and the other gear is swung into engagement with its adjacent driving mechanism.

9. In a steering mechanism for automotive bodies, the combination with two driving members continuously driven in opposite directions, of a rudder-adjusting shaft, gears coupled thereto and positioned adjacent said driving members, respectively, a brake mechanism for said rudder shaft, and means whereby, if a steering impulse in a certain direction is desired, said brake mechanism is released and one of said gears is swung into engagement with its adjacent driving member until the desired steering impulse has been imparted, whereupon said gear is released and the brake mechanism again set, and if a steering impulse in the other direction is desired, the remaining gear is temporarily swung into engagement with its adjacent driving member with like brake operation.

10. In a steering mechanism for automotive bodies, the combination with two driving members continuously driven in opposite directions, of a rudder-adjusting shaft, gears coupled thereto and positioned adjacent said driving members, respectively, a control member arranged to close a given electrical circuit for the development of a steering impulse of one type and to close a. different electrical circuit for the development of a steering impulse of the other type, relaymembers in each of said circuits arranged to close auxiliary circuits when in either the energized or the denergized position, a brake for said rudder-operating shaft, an electrical translating device for operating said brake and arranged to set the brake through the circuit established by the deenergization of said relays, an electrical translating device operative to swing one of said gears into engagement with its associated driving member upon the energization of one of said relays and an additional electrical translating device operative to swing the other of said gears into engagement with its driving member, said gears being mechanically interconnected, whereby the simultaneous engagement thereof with the driving members is prevented.

11. In a vertical steering system for torpedoes, the combination with two propeller shafts, continuously driven in opposite directions, of a rudder shaft operative to raise the depth rudder when operated in one direction and to depress the depth rudder rotated in the opposite direction, an electrically controlled brake for said rudder shaft, a pendulum sensitive to deviations of the torpedo from an even keel, a diaphragm sensitive to changes in the depth of submergence of the torpedo, a moving contact member disposed betweentwo fixed contact members and arranged to be swung into contact with one thereof upon the attainment of too great a depth and into contact with the other thereof upon the attainment of too slight a depth thereof, electrical translating devices subject to the control of the two circuits, respectively, one of said translating devices being operated to couple said cally interconnected, whereby simultaneous operation thereof is prevented, said translating devices further being operated to release said brake immediately prior to each energization of said rudder shaft and to resaidbrake upon the completion of each period of cnergization of said rudder shaft.

In testimony whereof, I have hereunto subscribed my name this 29th day of April, 

